Intake manifold



12, 19269 A. L9 if@ INTAKE MNFOLD Filed Jan. 2| 1920 vPanama Mar. 12, 1929.

UNITED .STATE-s' PATENT OFFICE,

ALEX TAUE, OE DETROIT, MICHIGAN, AssIGNoE To GENERAL MOTORS CORPORATION,

OF DETROIT,

MIGIIIGAN, A CORPORATION OE DELAWARE INTAKE lVIAll'IFOILD.`

Application filed January 2, 1920. Serial 110.348,808.

in the gas current being supplied to the en- .gine than is possible with thel forms of manifolds at present in general use.

Vith the wide variation possible in the speed of internal combustion engines it is obvious that a great difference exists between the amount of combustible mixture supplied per unit of time at the lowest speed and that supplied at the highest speed, and'a correspondingly great range in the velocities `of the. gas current necessarily results. In order, however, to secure'uniformity in the mixture and in the distributionto the cylinders It is advisablenot to let the velocity of the current fall below a certain minimum and the carry ing capacity of the manifold should be correspondingly limited. 0n the other hand the supply of a large quantity of gas necessary for high speeds through a manifold of restricted capacity unduly increases the friction and thereby disadvantageously affects the operation. I It is the primary object of my invention provide means for overcoming the defects in the operation of intake manifolds as above indicated,l and with that object in view thel invention comprises a manifold havingmeans for varying the carrying capacity of the gas passages in accordance with variations inl speed.A The invention further com# prises various details in construction of an intake manifold all as hereinafter more fully set forth.l

In the accompanyingr drawing illustrating one embodiment of my invention:

anv internal combustion engine.`

Fig. 2 is an elevation of an intake mani old l v Fig. 3 is an elevation, partly in section, of the manifold taken at right angles to the `view in Fig. 2. f

Figs. 4 and 5 are sections on lines IV-IV and V-V, respectively, ofFig. 3. v l

Fig.- 6 is a plan view of the carbureter end of themanifold.

the branches, and f 8-8 of Fig. 3.

In the drawing, an internal combustion engine having con- Fig. 1 is a perspective view ofl a. portion of Y' Fig. 7 is a plan ofthe engine end of one of Fig. 8 is a section on linev 10 designates a` portion ofA nected therewith the carbureter 11 and the intake manifold 12. The carbiireter may be ofany'desired construction and is Provided upon a shaft 14. .v v The intake 12 may, if necessitated by thetype of engine, be provided with the branches withthe usual throttle valve 13 mounted 15, 15', which may lie-secured to the engine.

Aas by flanges '16. The branches areshown as of approximately rectangular cross-section adjacent the engine, but this'forin will,` of course, vary with the character of the engine or the shape of the intake .openings The lower end ofthe manifold may be attached to the c'arbureter by flanged union 17 in the usual manner.

In the interior of the manifold is provided i a division plate or partition 18, which I have shown'as preferably formed integrally with the walls of themanifold. This partition begins at a point a short distance above thecarbureter end of thel manifold and extends preferably throughout both branches to the engine, thus forming two passages 19, 20, extending substantially from the c'arbureter to the engine.. A flap valve 21 fixed to ashaft .22 is mounted at the lower end of partition 18, and is adapted to close passage 20.

In order to manipulatevalve 21 I have provided shaft 2Q with a lever 23 suitably connected as by links 24 lto segment 25 fixed upon the shaft 14 of the throttle valve. The connection includes a pin 26 adapted to travel in a slot 27 in the segment. motion connection I Obtain the result that the throttle valve may be opened to a certain- By this lostextent without affecting the position of valve 21, which is normally held to its seat as by spring 28. When, however, the throttle is further opened to obtain the higher engine speeds, the movement of the throttle results in the opening of valve 21 thereby permitting gas to pass through passage 20. It will be obvious that other equivalent forms of lostmotion devices, as a flexible connecting device such as a chain or the like, may be -sub` stituted for the lost-motion connection above described. I

Suitably mounted adjacent to passage 19 I have provided a heating means consisting preferably of a passage 29 throughl whichexhaust gases or other heating medium may be directed and which may have its walls formed, as shown, integrally with the walls of the manifold or Otherwise as will be obseen that l have provided heating means for passage 19 only, as l deem itI unnecessary to apply heat directly to passage 20 which is in use only at comparatively high speeds, although the passage 20 will, of course, be heated to a certain extent by conduction. lt is at low speeds when the heating means is especially advantageous, and the construction described permits ot heating all of the mixture which is used at low engine speeds. Additional heating means, however, may be provided for passage 20 it desired.

ln the operation ot the device, as Will be clear trom the -foregoing description, the passage 19, remains at all times open to the combustible material, thereby providing a passageway ot comparatively restricted cross section for use at low Speeds. TWhen, however, the throttle is adjusted to positions tor production of the higher speeds Wit-hin the capability et the engine passage 2.0 is gradually opened thereby continuously increasing the cross-sectional area of the combined gas passages and maintaining substantial unim i'ormity in the velocity of the gas.

lt Will be understood. that various changes .may be made in the details oi" construction Without departing trom the spirit and scope ot the invention and therefore l do not Wish to be limited to the specitic structure herein described.

liclaim: l l. The combination with an internal combustion engine and a fuel intake therefor comprising plurality of passages, ot a pivavoaose nections for operating said throttle valve and said additional valve arranged to permit opening of said throttle valve to a predetermined extent and thereafter effecting opening of said `additional valve, the pivots on said valves being on non-parallel axis.

2. The combination with an internal combustion engine and a carburetor, an intakev leading from said carburetor to the engine, said intake comprising two passages separated by a common viali, a valve in said intake pivotcd on an axis in the plane of said wall and adapted to close one of said passages without obstructing flow through the other, a throttle valve, arranged to control flow through both said passages, and means for simultaneously operating said valves, said means being adapted to move said first mentioned valve toward open position as said throttle valve is opened.

3. [in intake manifold structure for internal combustion engines having two delivery conduits, one of which is arranged to be heated, While the other` remains relatively cold, a valve which when closed causes the vapor to pass ,through the heated conduit, a

carburetor arranged to deliver to he conduits ot said manifold structure, a main throttle valve for controlling the delivery of vapor from said carburetor to said manifold structure, and a connection between 4said two valves whereby said first noted valve Will be moved to open position when said throttle valve is moved to substantially an extreme open position.

Li. An intake conduit for internal combus tion engines having a plurality ot passages one of which is always open, a valve arranged to control flow through another of said pas sages Without obstructing tloW through said open passage, a throttle valve for controlling tlovv through both of said passages, and means for actuating said first valve to open the passage' controlled thereby as the throttle valve is opened.

5. Structure as set forth in claim 4 includino,- means `tor heating said open passage.

la testimony whereof l atiix my signature.

ALEX TAUB. 

